Railway motor wagon



Oct. 8, 1935. G. CONSTANTINESCO 2,015,626

RAILWAY MOTOR WAGON Filed Feb. 6, 1934 4 Sheets-Sheet 1 i 4 v J '7////// 1935- G. CONSTANTINESCO 9 3 RAILWAY MOTOR WAGON I Filed Feb. 6, 1934 4 Sheets-Sheet 2 I I -I L ut" O 1935 GUCONsTANTNESC 3 5 RAILWAY MOTOR WAGON Filed Feb. e, 1934 7 4 Sheets-Sheet 3 G. CONST ANTINSCO 5 I RA-ILWAY MOTOR WAGON Fiied Feb. 6, 1954 4 Sheets-Sheet 4 Patented Oct. 8, 1935 UNITED STATES PATENT OFFICE Application February 6, 1934, Serial No. '110,021 In Great Britain March 6, 1933 19 Clains. (ci. 105-215 The present invention relates to a new method and means for propelling railway motor wagons, small locomotives and like vehicles, driven by internal combustion engines, steam or electric motors.

It is customary to propel rail vehicles by driving one of the axles of the vehicle through a suitable transmission either by chain gearing or Cardan shafts and bevel gearing. When the available motive power is small considerable di!- flculty is experienced in designing the transmission for existing axles of a railway vehicle on account oi' the necessarily heavy sections oi' such axles which have to support heavy loads and resist shocks and torsion. Also on account of the heavy nature of standard railway wagons, when attempting to use small engines, it is difficult to design the transmission strong enough to withstand the heavy stresses which occur at starting, especially when using ordinary change gear mechanisms and clutches, for the reason that the stresses depend on the skill of the driver in changing gear and manipulating the clutch. Consequently heavy and expensive gearing is necessary.

The present invention renders it possible to employ ordinary automobile engines and transmissions which are relatively of light construction, and adapting standard motor car components to propel relativeiy heavy railway stock and thus obtain very considerable reduction of cost and at the same time eliminate the risk of damaging the machinery by involuntary overloadng at starting.

In a railway vehicle constructed in accordance with the present invention there is provided, in addition to the usual fianged metal wheels, an auxiliary axle Suspended from the vehicle and having wheels provided with tires having a high coeflicient of friction, which wheels constitute driving wheels and means for adjusting the loading on said auxiliary axle whereby the wheels on said auxiliary axle are normally pressed into contact with the rails to such a degree as will enable them to drive the vehicle to suit varying conditions, the fianged metal wheels retaining their guiding and supporting function. .w

Preferably the auxiliary axle is formed ot a rear axle of the automobile type Suspended by an underframe articulated at one point to the vehicle. Preferably the auxiliary axle is of the automobile type, whilst transmission of the automobile type is also preferably employed, but any other form of transmission may be employed.

It has heretofore been proposed in a bogie for a rail vehicle to provide an auxiliary axle having wheels Iurnished with pneumatic tires, the said axle iunctioning as a driving axle and also exercising a braking eflort.

various forms of the invention are illustrated 6 diagrammatically by way ofexample in the accompanying drawings in which Figures 1, 2 and 3 show one form, Figure 1 being a transverse section, Figure 2 a longitudinal section and Figure 3 a plan. Figu -e sa shows an arrangement similar lo to that shown in Figures 1-3 but in which the auxiliary axle is iloating. Figures 4 and 5 are views similar to Figure 2 ot modiflcations; Figura 6 is a longitudinal section of the arrangement shown in Figure 2 and showing the driving unit 16 and Figures 'I and 8 show means for adiusting the loading on the auxiliary axle. Figure 8 showing a vehicle with a pair o! auxiliary axles. Figures 9, 10, 11 and 12 show the method by which the wheels on the auxiliary axle can be brought into engagement with the flanged metal wheels. Figures 13, 14 and 15 show modified forms oi the arrangement shown in Figures '7 and 8. Figures 16, 17, 18 show respectively in longitudinal section, transverse section and plan, another method oi' adjusting the loading on the auxiliary axle. Figures 19, 19A, 19B and 20 show other methods ot adiusting the loading on the auxiliary axle. Figures 21, 22 and 23 show further modifications of the arrangement shown in Figures 7 and 8. Figures 24 and 25 show two forms of tires employed on the wheels carried by theauxiliary axle whilst Figure26 shows in side elevation a complete vehicle according to the invention.

Referring now to the arrangement shown in Figures 1, 2 and 3,' which arrangement is adapted to a railway wagon or vehicle, l is the usual vehicle frame supported by flanged metal wheels 2 on an axle 2' and springs 3. Suspended from the frame I is a frame 4 of the automobile type which frame 4 is in turn supported by wheels 5 carried on an auxiliary axle i, the usual springs 'I being interposed between the axle 6 and !rame 4. The wheels 5 constitute the driving wheels of the vehicle and are provided with rubber tires (such as are shown in Figures 24 and 25) the width of the tire being sumcient to ensure contact with the rail 8 all the time even when the vehicle passes round curves. The !rame 4 is pivoted at 9 to the !rame I, which !rame l is provided with depending arms I 0 having holes Il which can be brought into register with corresponding holes in the frame 4 so that, by means of a bar !2, the pressure on the auxiliary axle can be varied. Furthermore, the depending arms n are provided with holes s whereby the arms n constitute an adiustable axle mount by means of which the auxiiiary axle 8 V can be shifted transversely to the rails 8 to enable different portions of the tread o! the tires to be moved into contact with the rails so that when one portion or thetread is worn out,^a fresh one 'can be brought into use. |4 represents a universal joint, such as is generally employed in the trans mission IS or'the automobile type.

Figure !a shows an arrangement in which the !rame 4 carrying the auxiliary axle is allowed to float between the depending arms III on the !rame I. In this arrangement a double acting piston 84, fast on a rod 85 slidably mounted between the arms o for adjustment purposes according to varying loads, is located within a closed cylinder 86 to which the iframe 4 is secured, the cylinder 86 being slidably mounted on the rod 85. 81 are springs which tend to keep the cylinder and !rame centraly positioned between the arms o. The piston 84 and cylinder 85 act as a dashpot and are so arranged as to damp the lateral oscillations o! the frame, so that the system during the motion ot the vehicle can oscillate from one side to the other a limited amount which can be controlled by the construction of the clamping cylinder. In one way ot eflecting this more clearance is allowed between the piston and cylinder in its mean position thereby allowing !ree oscillations to take place whilst the vehicle runs in a straight line; little clearance however is allowed towards the ends of the cylinder thereby clamping out any oscillations when the vehicle is running in a curve.

In Figure 4 the spring 3 is connected in the usual `manner at one end through a link IS to the !rame l and at the other end is connected to a link I" centrally suspendedrrom the frame I and adjustably connected by means oi' holes ll to a link s which is connected to the auxiliary !rame 4. In this arrangement the link |`l is secured to the link !9 at one particular hole s according to the load on the vehicle. The !rame 4 is prevented from lateral movement by means otguides l'.

In order that the load on the auxiliary axle 8 will never exceed a predetermined amount which is substantially independent of the load on the vehicle, the arrangement shown in Figure 5 may be employed.

In this figure the auxiliary !rame 4, is, as before, pivotally connected at 9 to the vehicle !rame I whilst the other end of the !rame 4 is connected to a piston 20 working in a cylinder 2l to which fluid under pressure from any convenient source is supplied through a pipe 22. In the arrangement shown in Figure 6, 23 represents lan internal combustion engine which may be supported on the vehicle treme l in any convenient manner. The drive !rom the engine 23 is taken via a universal joint l4, and the transmission IE to the auxiliary axle 8, either through a Cardan shaft and ditl'erential gear or :rrom a differential gear mounted on the vehicle and connected by two chains to the wheels 5 in the ordinary manner, as employed on road vehicles.

In the arrangement shown in Figura 7 the auxiliary axle 6, diiferential gear, transmission and engine 23 form a single unit which is pivotally Suspended at 24 from the !rame I adjacent the engine. The rear end of the single unit is connected to a piston 20 in the same manner as is described in Figur-e 5 with reference to the auxiliary irame 4.

The pressure on the rubber tires in'contact aorae'ae with the rail can be very moderate as long as the rails are dry because the coeflicient of triction between the rubber and the dry rails, is considerable. On account o! such low loading on the auxiliary axle, i! by any chance the transs mission is overloaded, the only result will be that the wheels will slip. However when the rails are wet, the pressure can be automatically increased to the necessary degree.

The pressure on the tires should, therefore. be o adjusted so that slip occurs at a predetermined maximum torque which the transmission can convey with safety according to the state of the In the arrangement shown in Figure 8 the vehicle is provided with a plurality oi auxiliary axies 6, S' so as to obtain higher tractive eflort. As shown the drive from the engine 23 is transmitted in the usual manner to a difrerential gearing 25 to drive the first set ot auxiliary wheels on the auxiiiary axle 0 the drive being transmitted to a second diflerental 26 through universal joints 21 to drive a second set of auxiliary wheels. The auxiliary !rame 4 is connected to a piston 20 as described in Figures 5 and 7 so that the load on the auxiliary axies 8, 6' can be adjusted. I!

desired more than one engine such as 23 may be employed.

The invention renders it possible to adapt to any standard railway wagon any standard automobile driving axle, thereby combining the advantages of the light construction of ordinary automobila construction, while still empioying a railway wagon o! standard robust construction o! axles and steel tires. The adaptation is simple and inexpensive. In case ot damage to the rubber tires through wear or accident, no harm occurs to the wagon as the ordinary axies which support the wagon are not affected in any way.

It may be pointed out that since the main axies 40 which support the wagon are steel tired and flanged, while the wheels of the auxiliary axles are light and rubber-tired but not flanged. the wear of these rubber tires is very considerably less than ii' they were themselves flanged. The auxiliary axle and wheels can float a certain amount transversely to the rail and thus, instead of continually hearing on the same tread, the whole of the floating surface ot the rubber tire will be utilized, such a floating arrangement being shown in Figure 3A.

The load on the auxiliary driving axle can be reduced up to about one tenth of the weight of the wagon. Thus, a ten ton wagon can be propelled through an auxiliary axle loaded to only one ton. This very low loading will secure to the rubber tires a long lii'e and the auxiiiary axle can be o! light construction. For climbing heavy gradients, the load may be adjusted, say, to two tons, which even in this case represents only one oo fli'th o! the weight of the wagon.

In order that the vehicle may be driven in the reverse direction without the use ot special reversing gears the auxiliary frame 4 is Suspended in such manner that when it is desired to run 55 forward the wheels on the auxiliary axle 6 are pressed into contact with the rails I, as has been described with reference to Figures 1 8 inclusive, and when it is desired to run the vehicle in the reverse direction the axle is raised from its normal position so that the tires of the wheels on the said axle 6 are raised out of contact with the rails and are pressed against the flanged metal wheels 2. As shown in Figures 9 and 10 the auxiliary axle i is located near to one of the ordinary 2,oo,e2e o the tires will ensure the necessary grip. On .wet

axles 3' so that when the vehicle is running !orward, as indicated by the arrow A in Figure 9, the steel tires on the ordinary wheels and the rubber tires o! the wheels on the auxiliary axle I are close to one another but out of contact. In order to run the vehicle in the reverse direction, as

shown by the arrow B in Figure 10, the auxiliary wheel 5 is raised out of contact with the rail 8 and into contact with the flanged metal wheel 2. In order to eil'ect this motion one end oi the auxiliary !rame 4 is connected to a piston 28 working in a cylinder 28 which is pivoted at 30 to a bracket 3l on the vehicle !rame i. The auxiliary !rame 4 is also pivotally connected to the axle box 32 carrying the axle 2' by means of a link 33 and to the !rame l by a link 33'. The cylinder 28 is adapted to receive fluid under pressure from any convenient source through a port 34 so that pressure on the auxiliary axle 8 may be increased, as shown in Figure 9. The cylinder is also provided with a second port 33 whereby pressure can be supplied to the underside or the piston 28 instead of being supplied through the port 34.- If pressure be supplied through the port the piston 28 is raised, thereby litting the auxiliary wheel 3 into contact with the flanged metal wheel 2, thereby driving the vehicle in the reverse direction.

The actuation of the link 33 to raise the auxiliary axle 3 may be eiiected as has been shown in Figures 9 and 10 or by mechanical or electrical means. i

Figur-e 11 shows a modified form of the arrangement shown in Figures 9 and 10. The auxiliary !rame 4 is connected to a bell crank lever 33, one arm or which is connected to the axle box 32, the other arm being connected to a double acting piston 28.

As shown in Figure 12 a plurality of auxiliary axles 6 may be provided each arranged as described with reference to Figures 9 and 10 or Figure ll and as shown in this figure. Two pairs o! auxiliary wheels 31 remain in contact with the rails 8 whilst the vehicle is proceeding in the direction of the arrow C whilst two other pairs 38 are in contact with the flanged wheels 2, all the auxiliary or non-flanged wheels being driven according to any of the methods previously described. To reverse the direction of motion of the vehicle the wheels 38 are lowered into contact with the rails 8 and the wheels 31 are raised into contact with the wheels 2, as has been described heretofore. In this way, irrespective of the direction in which the vehicle is running, the load due to the weight of the auxiliary axles is borno partially by the rails and partially by the vehicle. It will be noticed that the rotation of the auxiliary axles 38 and 31 are in opposite directions so that the vehicle will proceed in either direction.

In order that the pressure on the tires ot the wheels 5 on the rails, or on the wheels 2, may be kept fairly constant and/or so that it may be adjusted at will by the driver the arrangement shown in Figure 13 may be employed. As shown in this figure there is interposed between the piston 28 and the link 39, which is pivoted to the auxiliary frame 4 and the axle box 32, a spring 40.

The necessary load on the auxiliary axle referred to above need not at any time be greater than just sumcient to ensure the grip of the driving tires on the rails. For example, the coefllcient of friction of the rubber tires on the rails is high for dry rails and may be as great as 'o to in favourable circumstances. In such circumstances theretore, a very moderate load on rails however, or when ice, sleet or snow covers the rails, the coeflicient diminishes considera ly and greater loads are necessary; sucl'i grea r loading may however, be necessary only for a 5 very limited time during the service oi the vehicle. For example, supplementary loading may be necessary while the vehicle is travelling over a greasy patch of rails or during a sudden shower ot rain or sleet. while during the remainder o! o the time and especially when coasting down hili a reduced load will be sufllcient. As an illustration with a railway vehicle weighing 10 tons, and in which the auxiliary axle is provided with two rubber tires normal driving can be eflected if the 15 auxiliary axle has a load of Vz ton per wheel, i. e. 10% of total load on driving axle. However, when climbing a gradient of say 1 in 40 in rainy weather it is necessary to increase the load on the rubber tires to as much as 2 to 2 tons on 20 each wheel namely H tons on the driving axle i. e. 40 50% o! total load. I! the load on the auxiiiary axle is not adjust'- able within the limit of 1-5 tons it will be necessary to run all the time with the maximum of 5 25 tons on the driving axle. This will result in destruction of the rubber tires in very short time. Means are thererore provided for automatically adJusting the load on the auxiliary driving axles 8. The load on the driving axles 3 may be regu- 30- lated through an adjustable loading and unloading device controlled or acted upon by the relative slip between the wheels 5 on the auxiliary axle 3 and the flanged metal wheels 2 supporting the vehicle. 35

One method ot carrying this out is shown in Figure l4 in which the auxiliary axle G is carried on the auxiiiary !rame 4 through interposed springs 'I the auxiliary !rame 4- being in turn articulated at one end to the frame and at 40 the other end supported from the trame l through an adiustable screw rack or like mechanical device (not shown) which acts upon one end of a bell crank lever 4I, the other end of which is connected to a second bell crank lever` 42 pivoted 45 to the !rame 4 and to a link 43 Suspended from the frame I. On actuation of the adjustable screw racl: or like mechanical device the auxiliary frame 4 is lifted or lowered relativeiy' tc the frame i thereby enablingtthe loadingof the 50 auxiliary axle to be increased or decreased. The auxiiiary frame 4 may be guided as shown in. any of the preceding figures so as to prevent or limit movement thereof transversely to the rails. The screw rack or the like may be replaced by 55 a pneumatic or hydraulic cylinder and piston or diaplragm as shown, i'or example, in Figure 5, to act between the auxili'ary frame 4 and the frame I so that by varying the pressure of the air or other fluid in the cylinder the load on the auxil- CO iary axle 3 can be varied accordingly. To vary the pressure on the auxiliary axle, an arrangement as shown in Figure 15 may Be employed. The auxiliary axle 3 is connected through a suitable linkage such as a toggle 44 to the vehicle 65 !rame l, the toggle being connected at its centre point to a piston 20 working in a cylinder 2! attached to the frame i. By this means the relativeiy small increase in pressure of the fluid will give a relativeiy large increase of pressure 70 on the auxiliary axle.

Referring now to F'gures 16-18 inclus'ive, in order to actuate the adiustable screws, racks, pistons, diaphragms or the like loading devices by motion or pressure derived from the relative 75 slip between the wheels of the auxiliary axle and the vehicle supporting wheels 2, theauxiliary irame 4 carries a diflerential 45 one member of which is driven by the auxiliary wheels 5 "the other member being driven by the flanged wheels 2 both through chain mechanism 45. The third member'of the diflerential carries a screw 41 working in a nut 49 carried by a member 49 pivot ed to the frame l and connected by a link 50 to the frame 4. The arran'gement is such that when no slip occurs the centre or driven member of the diil'erential carrying the screw 41 remains stationary but -when slip occurs this member rotates, ,causing the nut 49 to move vertically downwards, which movement causes the adjustable loading member 49 to actuate so as to increase pressure on the auxiliary axle- 5 through the link 50. In order that the built-up pressure may slowly' be released, when slip has ceased, the diameter of the chain wheel mechanism on the auxiliary axle 5'is made slightly larger, so that the nut 49 tends slowly to unwind.

Another method of automatically increasing the load on either the driving wheels 5 or the supporting wheels 2 when slip occurs is shown in Figures 19 and 20. This arrangement consists in replacing the screw and nut mechanism and link mechanism 49 and 50 by a compressor pump or the like which will create the fluid pressure for .Operating the pneumatic or hydraulic devices rei'erred to previously. In Figure 19, the auxiliary wheels 5 -drive, for example through a chain mechanism 45, although any other means of drive may be employed, the first element of the difl'erential 45, whilst the third element of the diflerential is driven in -the same direction as the first element through any suitable gearing, as shown chain drive 45, by the tflanged metal wheels 2, the third element however being driven at half the speed of the first element. The second element of the diil'erential is connected through suitable mechanism to a compressor 5| which, on slip occurring, is driven by the second element of the difrerential to build up pressure which maybe transmitted by any of the previously described methods to increase load on the axle. The driving wheels 5 are mounted on the auxiliary axle 5 which carries a crown wheel 5' in mesh with a bevel I 5' mounted on the transmission shaft l5. When slip has ceased by pressure being built up, the pressure can conveniently be released e. g. by a suitable leak or by a natural leak past the piston.

In the arrangement shown in Figure 19A the differential device 45, and pump 5| are adapted to be operated should slip occur between either of the wheels 5 on the auxiliary axle 5 and the metal wheels 2 mounted on the axle 2'. In order that this may be eifected the first element of the diflerential 45 is driven by the transmission shaft |5 through reduction gearing I 50, the driving wheels 5 being mounted on an auxiliary axle 5 of the automobile type so that if either of the wheels 5 slip, the transmission shai't speeds up to operate through the differential device the pump 51 whereby the loading on the auxiliary axle is adjusted to the desired amount. It is obvious that the first element of the diflerential may be actuated from the gear box instead of from the transmission shaft and that the third element oi the diii'erential may be driven by an additional axle having flanged wheels. The arrangement shown in Figure 19B is such that the pump 5-I is actuated through the diil'erential 45 should slip occur between either of the wheels of the pump 52.

5 and the rails. In this arrangement the first member oi the differential is driven by one of the wheels 5 -whilst the second member is 'driven by the other'wheel 5 through a crossed belt or chain, the pump 5| being driven by the third 5 member.

Aiternatvely to the arrangement shown in Figures 19 and '20, that shown in Figur-e 21 may be employed in which the auxiliary wheels 5 actuate a pump 52 whilst the fianged wheels 2 drive a second pump 53. The exhaust from the pump 52 is connected to the inlet of the pump 53. the exhaust of which is connected to the inlet Between the exhaust of the pump 52 and the inlet of the pump 53 is arranged a chamber 54 in which is provided a diaphragm 55 carrying a valve 59 adapted to open or close the supply of fluid under pressure from any convenient source to a cylinder 51 rast with the auxiliary !rame 4, in which cylinder is arranged a pistod 59 fast with the frame I. 54' is a gauge showing the pressure acting upon the diaphragm 55, and 54" is a second gauge. located between the chamber 54 and the cylinder 51. 59 is a compensating tenk from which, when liquids are used, the pump 52 can draw liquid. When there is no slip between the auxiliary axle 5 and the rail 9 the pumps 52, 53 provide a closed circuit for the liquid no pressure being produced, whilst when slip occurs the pump 52 accelerates. there- 80 by drawing liquid from the compensating tank 59 and building up pressure in the chamber 54 whereupon the diaphragm 55 opens the valve 55 so that pressure is supplied to the cylinder 51 thereby increasing the load on the auxiliary axle 5. This building up of pressure continues so long as the slip persists, the pressure being released when slip has ceased through a convenient leak 50. I! desired a difierential pump or compressor may be employed in place of the two pumps 52, 4 53, one member oi the pump being driven by the auxiliary axle 5 and the other by the flanged wheel 2. In order that the vehicle may be driven in reverse the compensating tank 59, is connected both to inlet and exhaust of the pump 52, suitable nonreturns 59' being provided.

A further modification is illustrated in Figures 22 and 23 for automatically increasing the load on the wheels 5 when slip occurs. In these figures there is provided a diflerential relay device one member 9I of which is actuated by the auxiliary axle 9 and the other 52 by the vehicle axle 2' in such a way that the middle or driving member 63 of the difierential relay device, which receives the differential motion remains stationary when no slip occurs. The members SI and 52 of the difierential relay device drive drums 54, 55 respectively, which drums rotate within a third drum 55 carrying the third member 53 of the relay the drums 54, 55, 56 being contained with- 60 in a casing 51 containing oil.

The third member 63 of the relay is adapted to make contact with one or other of two contacts 89 oi' an electric circuit which includes a solenoid 69, battery 10 and armature 1I. .59 is contained within a casing 12 through which fluid pressure from any convenient source may be supplied via a pipe 13 to a cylinder 14 in which is adapted to reciprocate a piston 15. The armature 1| is so shaped that on actuation of the solenoid it can open or close the entrance to the pipe 13. When no slip occurs, fluid pressure is supplied to the cylinder 14 through a pipe 15 communicating with a chamber 11 closed by a diaphragm 19 carrying a valve 19. The chamber The solenoid 65 "His also provided with a pipe which communicates with the pipe 13 the valve ai being positioned at the point of juncture oi the pipes 80 and 13. V It will be noticed that pressure can be supplied to the cylinder 14 through the pipe 18, chamber 11 and pipe 80 but if this pressure exceeds that required the diaphragm 18 is operated to move the valve 19 onto its seat, thereby cutting occurs the drum 66 is caused to oscillate owing to the friction oi the oil and closes the electric circuit, by making contact between the member 63 and either of the contacts 68. The solenoid 69 is thereby energized and the diaphragm 1l pulled back against the action o! a spring 82 thereby opening the entrance to the pipe 13 so that pressure on' the piston 15 is increased through the pipe 13 at the same time closing the valve &I

at the point of juncture ot: the pipes 13 and 80.

83 represents a leak for relieving the pressure when slip has ceased to occur, whilst the increased pressure may automatically unload when the vehicle is over-running the driving axle. v

The diiierential Operating devices ,are preferably so arranged that when no slip occurs, there' will be a slow unloading action which will automatically unload the auxiliary axle to a fixed but preierably adjustable predetermined minimum value. Means may also be provided for limiting the loading to a fixed but preferably ad- Justable predetermined maximum value.

It will be seen that with any such arrangements, on starting the vehicle or when the vehicle is on steep gradients under adverse conditions, as regards the coeflicient of friction between the auxiliary driving wheels and rails, the wheels will first slip but this action will automatically cause an increase in the loading on such wheels until the slip will cease or will be reduced to very small proportions. As soon as slip has ceased the drive will become normal and the load will either be gradually diminished as..

for example on account of the fixed or adjustable leakages when fluids are used, or by the positive gradual unloading action which will occur when the differential control system is so arranged that when no slip occurs there shall actually be a slow unloading action either up to a minimum load determined beforehand or up to a load at which slip will occur again.

This control of loading is automatically responsive to changes in the relative rates of rotation of the first-named wheels and the wheels on said auxiliary axle so that the driver oi the vehicle need pay no attention to what load is actually on the auxiliary axle nor need he take into account the load on the vehicle which load will of course vary with the number of passengers or goods carried.

The invention therefore ensures theminimum loading necessary for providing the grip to ensure propulsion of the vehicle, thus during the greater part of the driving time the load on the auxiliary axle 'will be considerably reduced as compared with an arrangement in which fixed loading is provided; this will result in low tire wear and higher overall efliciency, as if a fixed loading is provided, this must of necessity correspond to the maximum loading necessary to secure grip under the most adverse conditions, as !or the condition when thefriction between rail and rubber tire drops temporarily to a very low value. The invention enables the use of sand for assisti ng wheel grip to be dispensed with except of! further supply or pressure. When slip'.

in very exceptional cases such as starting on ice or grease covered rails.

I! the vehicle is arranged to run in both, directions, means can be provided to cause operation oi the loading devices no matter in which direc- ;5

tion the wheels rotate; in the case when fluid pressure is relied upon to vary the loading, means could be provided to reverse the fluid connections; when relays are employed this can be effected very simply, the relays actuating the loading devices in the same direction no matter in which direction the driving wheels are rotating; for an entirely mechanical action, through ditiere'ntial control gear and mechanical loading gear, this could be eflected either by suitable reversing clutches or by a linkage of the toggle type which will act in the same direction irrespective o! .the direction of actuation of the differentialcontrolgear.

Referring to Figure 24, the tire shown herein is 20 of the well known pneumatic type whilst that shown in Figure 25 is of the solid rubber type.

The recesses in the tire shown in Figure 25 may, ii desired, be arranged diagonally say at an angle'between 30 and 45 across the tread sur- 25 face. Such recesses are necessary when ordinary rubber is used to allow water trapped between the tire and the rail to. be expelled. In place of employing rubber asthe tread surfaces of the tires can-led by the auxiliary axle, any surface 0 having a high coeflicient of friction may be employed such for example as bonded flbrous fabrics such as cotton asbestos, with or without rubber reinforcement, or alternatively, tires of metal of a. high coefllcient of friction elastically supported e. g. on rubber or spring cushions, in' which case the metal tire could be flanged.

Figure 26 represents diagrammatically a complete railway vehicle constructed in accordance with this invention. 40

What I claim is:

1. A railway vehicle in which in addition to the usual flanged metal wheels there is provided an auxiliary axle Suspended` from the vehicle, wheels on said auxiliary axle which wheels constitute driving wheels, and means responsive to changes in the relative rates of rotation of the firstnamed wheels and the wheels on said auxiliary axle for automatically adjusting the loading on said auxiliary axle when slip occurs between any wheel on the auxiliary axle and a rail whereby the wheels on said auxiliary axle can be pressed into contact with the rails to such a degree as will enable them to drive the vehicle to suit varying conditions, the flanged metal wheels retaining their guiding and supporting function.

2. A railway vehicle in which in addition to the usual flanged metal wheels there is provided an auxiliary axle, an underframe articulated to the vehicle at at least one point, said auxiliary axle being Suspended from said underframe, wheels .on said auxiliary axle which wheels constitute driving wheels, and means responsive to changes in the relative rates of rotation of the first-named wheels and the wheels on said auxiliary axle for automatically adjusting the loading on said auxiliary axle when slip occurs between any wheel on the auxiliary axle and a rail whereby the wheels on said auxiliary axlecan be pressed into contact with the rails to such a degree as will enable them to drive the vehicle to suit varying conditions, the flanged metal wheels retaining their guiding and supporting function. 4 I

3. A railway vehicle in which'in addition to the 15 a auxiliary axle suspended !rom the vehicle, wheel: on :aid auxiliary axle which wheel: constitute usualilanged-metal wheels there i: provided an driving wheel:. mean: tor 'adjuating the loading on :aid auxiliary axle whereby the wheel: on :aid

rai:ed out of engagement with the rail: and

pressed into contact with the flanged wheel: in

e order to drive the vehicle in reverse direction.

4. A rallway vehicle in which in addition to'the usual flanged metal wheel: there i: provided an auxiliary axle suspended !rom the vehicle, wheel: on :aid auxiliary axle which wheels constitute driving wheels, mean: responsive to change: in the relative rate: of rotation o! the first-named wheel: and the wheel: on :aid auxiliary axle i'or automatically adjusting the loading on :aid auxiliary axle when :lip occurs between any wheel on the auxiliary axle and a rail whereby the wheel: on :aid auxiliary axle can be pressed into contact with the rail: to such a degree a: will enable them to drive the vehicle to suit varying conditions, the flanged metal wheels retalning their guiding and supporting function, and mean: whereby the wheel: on said auxiliary axle can be raised out oi' engagement with the rail: and pressed into contact with the flanged wheel: in order to drive the vehicle in reverse direction.

5. A rallway vehicle in which in addition to the usual flanged metal wheel: there i: provided an auxiliary axle Suspended from the vehicle, wheel: on :aid auxiliary axle which wheel: constitute driving wheels, and means responsive to changes in the relative rate: of rotation o! the first-named wheels and the wheel: on :aid audliary axle including a fluid pressure system for automatically adjusting the loading on said auxiliary axle when :lip occurs between any wheel on the auxiliary axle and a rail whereby the wheels on :aid auxiliary axle can be pressed into contact with the rail: to such a degree a: wfll enable them to drive the vehicle to :ult varying condition: the flanged metal wheel: retaining their guiding and supporting function.

6. A rallway vehicle in which in addition to the usual flanged metal wheels there is provided an auxiliary axle Suspended from the vehicle, wheels on said auxiliary axle which wheel: constitute driving wheels, means responsive to changes in the relative rate: oi' rotation of the first-named wheels and the wheel: on said auxiliary axle including a fluid pressure system for adjusting the loading on said auxiliary axle whereby the wheel: on-said auxiliary axle can be pressed into contact with the rail: to such a degree as will enable them to drive the vehicle to suit varying conditions, the flanged metal wheels retalning their gulding and supporting function, and mean: whereby the wheels on the auxiliary axle can be raised out of engagement with the rail: and pressed into contact with the flanged wheels in order to drive the vehicle in reverse direction.

7. A rallway vehicle in which in addition to the usual flanged metal wheel: there is provided an auxiliary axle Suspended from the vehicle, wheel: on said auxiliary axle which wheels constitute driving wheels, means responsive to changes in the relative rate: of rotation oi' the first-named wheel: and the wheel: on :aid auxil- 'occurs between the wheel: on the and the rail: the pressure on the and mean: whereby 'the wheel: on said auxiliary o axle can be raised out of eng'agement with the rail: and pressed into contact with the flanged v wheel: in order to-drive the vehicle in reverse direction.

8. A rallway vehicle in which in addition to is the usua flanged metal wheel: there i: provided an auxiliary axle suspended from the vehicle. wheel: on :aid auxiliary axle which wheel: con- :titute driving wheels, and a difl'erential device connected to :aid auxiliary axle and to an axle zo oi' the' vehicle in such a manner that when :lip auxiliary axle auxiliary axle is automatically increased :o long a: :lip occurs. whereby the wheel: on :aid auxiliary axle can 25 be pressed into contact with the rail: to such a degree a: win enable them to drive the vehicle to suit varying conditions, the flanged metal wheel: retalning their guiding and :up-

. 30 9. A rallway vehicle in which in addition to the usual flanged metal wheel: there i: provided an auxiliary axle, an undertrame articulated to the vehicle at at least one point. :aid auxiliary axle being Suspended rrom said' underiframe, wheel: on said 'auxiliary axle which wheel: constitute driving whee1:,jand a diii'erentla device connected to :aid auxiliary axle and to 'an axle oi' the vehice tor automatically increasing the pressure on the auxiliary axle 40 when and :o long a: :lip occurs between the wheel: on the auxiliary axle and the rail: whereby the wheels on :aid auxiliary axle can be pressed into contactwith the rail: to such a degree a: will enable them to drive the vehicle to :ult varying conditions. the flanged metal wheel: retalning their guiding and supporting function. 10. A rallway vehicle in which in addition to `porting function.

the usua flanged metal wheels there i: provided an auxiliary axle Suspended rrom the vehicle. wheel: on :aid auxiliary axle which wheel: constitute drlving wheels, a diflerential device connected to said auxiliary axle and to an axle ot the vehicle in such manner that when :lip occurs between the wheels on the auxiliary axle and the rail: the pressure on :aid auxiliary axle i: automatically increased so long as :lip occurs whereby the wheels on :aid auxiliary axle can be pressed into contact with the rail: to such a oo degree a: will enable them to drive the vehicle to :ult varying conditions, and means whereby the wheel: on the auxiliary axle can be raised out of engagement with the rail: and 'pressed into contact with the flanged wheel: in order to drive the vehicle in reverse direction. the flanged metal wheel: retalning their guiding and :upporting function. ll. A rallway vehicle in which in addition to the usual flanged metal wheels there i: provided an auxiliary angle Suspended from the vehicle,` wheel: on :aid auxiliary axle which wheel: constitute driving wheels, mean: for varying the pressure on the auxiliary axle,.and a diflerential device connected to the wheel: on :aid auxiliary auxiliaryaxlecanbe s -iary axle can be pressed into contact with the rails to such 'a degree as will enable them to drive the vehicle to suit varying conditions, the flanged metal wheels retaining their guiding and supporting function.

12. A railway vehicle in which in addition to the usual flanged metal wheels there is provided an auxiliary axle suspended from the vehicle, wheels on said auxiliary axle which wheels constitute driving wheels, means tor varying the pressure on the auxiliary axle, adiflerential device connected to the wheels on said auxiliary axle and to said-means tor varying the pressure on the auxiliary axle in such a manner that when slip occurs between the wheels on said auxiliary axle and the rails the pressure on said auxiliary axle is automatically increased so long as slip occurs, whereby the wheels on said auxiliary axle can be pressed into contact with the rails to such a degree as will enable them to drive the vehicle to suit varying conditions, the flanged metal wheels retaining their guiding and supporting function, and means whereby the wheels on said auxiliary axle can be raised out of engagement with the rails and pressed into contact with the flanged wheels in order to drive the vehicle in reverse direction.

13. A' railway vehicle in which in addition to the usual flanged metal wheels there is provided an auxiliary axle Suspended from the vehicle, wheels on said auxiliary axle which wheels constitute driving wheels, and means responsive to changes in the relative rates of rotation of the first-named wheels and the wheels on said auxiliary axle including a relay device connected to said auxiliary axle and to an axle of the vehicle in such a manner that when slip occurs between the wheels on the auxiliary axle and the rails the pressure on the auxiliary axle is automatically increased so long as slip occurs, whereby the wheels on said auxiliary axle can be pressed into contact with the rails to such a degree as will enable them to drive the vehicle to suit varying conditions, the flanged metal wheels retaining their guiding and supporting function.

14. A railway vehicle in which in addition to the usual flanged metal wheels there is provided an auxiliary axle Suspended from the vehicle, wheels on said auxiliary axle which wheels constitute driving wheels, means responsive to changes in the relative rates of rotation of the first-named wheels and the wheels on said auxiliary axle including a relay device connected to said auxiliary axle and to an axle of the vehicle in such a manner that when slip occurs between the wheels on the auxiliary axle and the rails the pressure on the auxiliary axle is automatically increased so long as slip occurs, whereby the wheels on said auxiliary axle can be pressed into contact with the rails to such a degree as will enable them to drive the vehicle to suit varying conditions the flanged metal wheels retaining their guiding and supporting function, and means whereby the wheels on said auxiliary axle can be raised out of engagement with the rails and pressed into contact with the flanged wheels in order to drive the vehicle in reverse direction.

15. A railway vehicle in which in addition to the usual flanged metal wheels there is provided an auxiliary axle Suspended from the vehicle, wheels onsaid auxiliary axle which wheels constitute driving wheels, fluid pressure means !or varying the pressure on the auxiliary axle, and a differential device connected to the wheels on said auxiliary axle and to said fluid pressure means tor varying the pressure on the auxiliary axle in such manner that when slip occurs between the wheels on said auxilary axle and the rails the pressure on said auxiliary axle is automati- 10 cally increased so long as slip occurs whereby the wheels on said auxiliary axle can be pressed into contact with the'rails to such a degree as will enable them to drive the vehicle to suit varying conditions the flanged metal wheels retaining their guiding and supporting function.

16. A railway vehicle in which in addition to the usual flanged metal wheels there is provided an auxiliary axle Suspended from the vehicle,

wheels on said auxiliary axle which wheels constitute driving wheels, means responsive to changes in the relative rates of rotation of. the first-named wheels and the wheels on said auxiliary axle including a fluid pressure relay device connected to said auxiliary axle and to an axle of the vehicle in such a manner that when slip occurs between the wheels on the auxiliary axle and the rails the pressure on the auxiliary axle is automatically increased so long as slip occurs whereby the wheels on said auxiliary axle can be pressed into contact with the rails to such a degree as will enable them to drive the vehicle to suit varying conditions the flanged metal wheels retaining their guiding and supporting function, and means whereby the wheels on said auxiliary axle can be raised out of engagement with the rails and pressed into contact with the flanged wheels in 'order to drive the vehicle in reverse direction.

1'7. A railway vehicle in which in addition to 40 the usual flanged metal wheels there is provided an auxiliary axle Suspended from the vehicle, wheels on said auxiliary axle which wheels constitute driving wheels, and means responsive to changes in the relative rates of rotation of the first-named wheels and the wheels on said auxiliary axle including a fluid pressure relay device connected to said auxiliary axle and to an axle of the vehicle in such a manner that when slip occurs between the wheels on the auxiliary axle and the rails the pressure on the auxiliary axle is automatically increased so long as slip occurs whereby the wheels on said auxiliary axle can be pressed into contact with the rails to such a degree as will enable them to drive the vehicle to suit varying conditions the flanged metal wheels retaining their guiding and supporting function.

18. A railway vehicle in which in addition to the usual flanged metal wheels there is provided an auxiliary axle Suspended from the vehicle, wheels on said auxiliary axle which wheels constitute driving wheels, means for varying the pressure on the auxiliary axle, and means responsive to changes in the relative rates of rotation of the first-named wheels and the wheels 55 on said auxiliary axle including a relay device connected to the wheels on said auxiliary axle and to said means for varying the pressure on the auxiliary axle in such a manner that when slip occurs between the wheels on said auxiliary axle and the rails pressure on said auxiliary axle is automatically increased so long as slip occurs whereby the wheels on said auxiliary axle can be pressed into contact with the rails to such a degree as will enable them to drive the vehicle to 8 gomone suit varying conditions, the flanod metal wheels retaining their guiding and upporting function.

19. A railway vehicle in which in addition to the usua flanged metal wheels there is provided an auxiiiary axe Suspended !rom the vehicle, wheels on said auxiliary axle, which wheels constitute driving wheels, tires on said wheels said tires being of resilient material and having a. sub.- stantialy flat tread such as are used on heavy road vehicles, an adjustabe axle mount for said auxiliary axle whereby the letter cm .be moved in a. direction transverse to the nxis of the vehicle to enable different parte ot the tread of the tires ot the whees on said auxiliary sxle to engage the rails, and means tor adjusting the loading on said auxiary axle whereby the wheels on said auxiiiary axle can be pressed into contact with the rail: to such a degree as will enable them to drive the vehicle to suit varying" conditions. the flanged metal wheels retaining their guiding and supporting function. v

GEORGE CONSTAN'I'INESCO. 

